With the BMW 325iX, a lot of people think that they can get away with aftermarket, inexpensive parts. They put them on their car and they wonder why they don't get the performance that they've come to expect from a great company like BMW. They wonder why their car keeps experiencing problems. If they really stopped and thought about it, they would know that a high-quality car like the BMW 325iX needs high-quality parts, not some cheap imitation. High-quality parts look better, they work better, and they last longer. Who doesn't want that? Any BMW owner will tell you that a high-quality car is worth high-quality parts, every time something needs to be replaced, and to buy something cheaper is just ultimately not worth it.

BMW 325iX

The BMW 325iX was manufactured from 1986-91 and imported into the U.S. for model years 1988-91. Although it handles splendidly on a dry track, it really excels on wet and unstable surfaces. The Traction Control is effective in preventing spin-outs and in allowing progressive acceleration on the ice, but the real delight is attacking the snow with all four tires. The ABS, which includes an exclusive program for low friction surfaces, also makes available many new possibilities for icy sport driving.

In the United States, the 1988 models were available only as a two-door, while Canada offered a four- door as well. The U.S. 'SC were equipped with standard features such as Recaro seats, electric sunroof, map lights, full trip computer, truck deck spoiler and upgraded radio with tweeters in the side mirror area of the front doors. The '88 had gigantic bumpers with black molding on the side, which most owners took the initiative to repaint in order to match the color of the vehicle. The '89 and later models had smaller color-coordinated bumpers, and came with a removable rear armrest and skibag. An airbag for the driver was added in most '90 and all '91 models. Although the BMW 325iX doesn't suffers from reduced power in 3rd gear, the AWD system provides assistance when the car is drifting through a sharp turn. At the point where the driver would have to lift off the throttle slightly and countersteer, its likely that an iX would allow the driver to stay on the throttle while power is transferred to the front axle as the front wheels pull the car through the turn.

The drive train on the BMW 325iX has no intrinsic problems. Of course, fluid changes are important every 36,000 miles. The viscous coupling units do not require any service. The transfer case only holds about 1.5 pint of ATF, so be sure to check the fluid regularly. The transfer case on an automatic can leak into the transmission with no visible sign of a leak. The weak link on the iX drivetrain seems to be the splines on the front driveshaft that mate with the chain-driven gear in the transfer case. Several owners have reported stripped splines. Apparently, the grease that lubricates these splines dries out or becomes contaminated with water and allows the splines to wear down. The only way to check the condition of the grease is to remove the front driveshaft. If the splines strip, the front driveshaft must be replaced. If the female mating gear is ruined, the transfer case will need to be removed and the gear replaced. Owners are also reporting that outer ball joints on the iX seem to need replacement at 120,000-150,000 miles. If you encounter any of these problems, be sure to have your vehicle checked out by a mechanic to find out what parts need replacement or repair, then go to PartsGeek.com to find the highest-quality BMW 325iX oem and aftermarket parts.

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